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J A EMERY Pneumatio'Signal-for Railways.

No. 234,552. Patented Nov. 16, I880.

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Nov. 16,1880.

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Y m Rwh w. H MM J M u 2 m o m N IINiTED STATES JOHN A. EMERY, OF BOSTON, MASSACHUSETTS, ASSIGNOR OF ONE-FOURTH TO TIMOTHY EDWARD STUART, OF SAME PLACE.

PNEUMATIC SIGNAL FOR RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 234,552, dated November 16, 1880.

Application filed June 22,1880. (No model.)

'loall whom it may concern Be it known that I, JOHN A. EMERY, of Boston, in the county of Suffolk, and in the State of Massachusetts, have invented certain new and useful Improvements in Pneumatic Signals for Railways; and I do hereby declare that the followingis a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, making a part of this specification.

My invention relates to devices for operating railroad-signals; and it consists in the novel combination of certain air-pumps for r 5 pumping air or liquid from certain air-tight compartments for the purpose of operating railroad signals, gates, gongs, or similar devices, as will be hereinafter more fully set forth.

In the annexed drawings, Figure l is a detailed section, showing the mode of operating a railroad-signal. Figs. 2 and 3 are detailed views of parts of the operating mechanism. Figs. 4 and 5 show myinvention as applied to railroad-gates. Fig. 6 shows the operation of a switch and signal. Fig. 7 shows detail views of parts, and Fig.8. a perspective detail of the locking device.

A represents apivotedlever running at right angles to the rails of the railroad-track, and having a spring, B, attached to it. These two combined operate the pumps 0 and D, the lever A being connected, as shown, to the pump D, and the spring B to the pump O.

0 represents an air-pump operating the signal H. This pump 0 is a pump with circular wooden or metallic ends, with rubber sides, containing a spiral spring to keep the sides in place, and the pump is to be provided with one or more puppet-valves having a small opening in the center.

The pump D is an ordinary cylinder, provided with a smaller air-chamber, D, and a hollow plunger, D working tight against the outer cylinder, D. The space between the inner and outer cylinder is to be partially filled with oil for lubrication, and the inner chamber, D, and hollow plunger D are to be provided with puppet-valves on the outside.

50 G is an air-cylinder, made with wood or metal ends and rubber sides, inside of which is a spiral spring to keep the sides in place and the ends apart as the air is admitted to operate signals. E E represent connectingpipes. It represents a safety-trap, partially filled with quicksilver, governing the amount of pressure or vacuum. B is a ratchet-spring to catch the end of the lever A when thrown up by the train and hold it up until the spring 13 raises the pump 0 to a certain height, when the spring, coming in contact with the catch B, releases the lever A. B represents a curved rail, to be placed alongside of the railroad-track, the stationary end of said curved rail being level with the track and the other end slightly raised and resting upon and operating the lever A. B represents a shaft passing under one or more tracks and operating signals from either or all the tracks.

The wheel passing over the rail B depresses the end of the lever A, or, rotating the shaft B causes the other end of said lever to rise until it is caught and held by the sprin g-ratchet B. The lever in rising operates the pump D, and also the pump 0, by means of the spring B, pumping the air out of the chamber Gr through the pipe E, thereby drawing down the lever K, which throws the signal H up in position. The air being pumped out of G is contained in C until the lever A is released from the ratchet by the act-ion of the spring B. The weight of the lever and spring combined presses the air gradually back through the puppet-valve into the chamber G, causing the signal to fall. The time for the signal to remain set can be regulated by means of the puppet-valve.

The pump D is connected with signals, gates, or gongs placed at any distance down the road at crossings or stations. 0

In Figs. 4 and 5 I have shown gates and signal-posts to be placed at crossings, and operated by the lever A, spring B, and pump D.

W is the operating-weight. X is a liftingrod attached to the spring B, which raises the 5 weight W. The rod X is provided with a friction-clutch, 0. Another rod, X, passes through the friction-clutch O, and. is firmly attached to the weight W. The friction-clutch O is provided with two or more pawls, O, and

the weight- W is provided with two or more pawls for the purpose of holding the weight up onto the chain W. This chain is endless and passes through the weight IV and over the wheels N N. The wheel N is firmly attached to ashaft, P, which is provided with a movable journal-box that will admit of the end of the shaft being moved to the right or left as required, as shown at I R It represent safety-gates constructed of hollow pipes or other suitable material properly trussed and firmly attached to a shaft, on which are the interlocking gears S S. The gear T is attached to the shaft P and interlocks with the gears S S.

The wheel T is operated by the weight WV, and always revolves in the same direction, and, by being moved to the right or left to interlock with either gear S or S, will operate the gates as required.

Y and Y represent air-chambers for operating the shaft 1, the said air-el'iambers being connected with air-pumps arranged one up and the other down the track at a certain distance and operated the same as described for the railroad-signal to lower the gates before the train reaches the crossing, and the other to lift them after it has passed.

The gates may be operated by being provided with suitable air-chambers, omitting the weights and gears. The wheels N N may be attached to any clock-work for operating sig nals.

The cylinder Y being contracted by the air pump, as in Fig. l, operated by the train, moves the shaft I to the left and interlocks the gear T with the wheel S, causing the weight W to descend and raise the gates It. By being drawn to the rightby the air-cylinder Y and interlocking the gear T with S itwill cause the gates to close.

The weight IV is raised automatically by the wheels of the train passing over a lever constructed as in Fig. 1, with the omission of the spring-ratchet B.

H H are brackets, through which play the rods X and X. The lower end of the rod X is made smaller, so that when the weight W is raised to the requiredheight the clutch 0 will not catch the rod X, but will play free.

In Fig. 6 I have shown a switch provided with a liquid-pump, D, or an air-pump, for the purpose of working one or more switchsignals. When the switch is moved the plunger either forces the liquid or air or draws it into the chamber, thus operating signals the same as shown in Fig. 1. These chambers are not provided with puppet-valves, and hence cause the signals to remain either up or down, according to the condition of the switch being open or closed.

I do not claim in pneumatic railway-signals the use of a spring and spring-catch in connection with a lever for the purpose of actuating a pump.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. The combination of the curved rail B lever A, spring B, pump 0, pipe E, air-chamber G, lever K, and signal H, substantially as and for the purposes herein set forth.

2. In combination with the lever A, spring B, and pump (l, for operating a railroad-signal, the pump .1), connected to and operating a railroad-gate, substantially as herein set forth.

3. The combination of the gates It R and gears S S with the swinging gear-wheel T, chain V, and weight W, substantially as and for the purposes herein set forth.

4. The combination, with the swinging gear T and chain W, of the shaft P, wheel N, movable journ al-box P, and air-chambers YY, connected to said journal-box, and operated substantially as described, and for the purposes set forth.

In testimony that I claim the foregoing I have hereunto set my hand this 19th day of June, 1880.

PATRICK TRACY, F. T. CROMNUTT. 

